Safety device for elevators.



.1. F. BEMIES.

SAFETY DEVICE FOR ELEVATORS.

APPLICATION FILED Nov.13. 1909.

1, 182,240. Patented May 9, 1916.

5 SHEETS-SHEET I.

WWW;

WZQ m WM J. F. BEMIES.

SAFETY DEVICE FOR ELEVATORS.

APPLICATION FILED NOV. 13. 1909.

1,182,240. Patented May 9, 1916.

5 SHEETSSHEET 2.

WWI

12M JQ%% M M 'I'HB COLUMBIA PLANOGRAPH co. WASHINGTON, D. C-

J. F. BEMIES.

SAFETY DEVICE FOR ELEVATORS.

APPLICATION FILED Nov. 13. 1909.

1,182,240. Patented May 9,1916.

5 SHEETS-SHEET 3.

vwe W601 wi/lmwoeo u M1 C M 61mm,

J. F. BEMlES.

SAFETY DEVICE FOR ELEVATORS.

APPLICATION HLED NOV. 13. 1909. 1,182,240. Patented May 9,1916.

5 SHEETS-SHEET 4.

5] vwe 1 1 1101 THE COLUMBIA PLANOGIAPM 90.. vIAsHmu'mN. D. c.

J.'F. BEMIES.

SAFETY DEVICE FOR ELEVATORS.

APPLICATION FILED NOV. 13. 1909.

1,182,240. Patented M ,1916.

5 SHEETS 5.

UNITED STATES PATENT OFFICE.

JAMES F. BEMIES, OF NEW YORK, N. Y., ASSIGNOR TO OTIS ELEVATOR COMPANY, OF

JERSEY CITY, NEW JERSEY, A CORPORATION OF NEXV JERSEY.

SAFETY DEVICE FOR ELEVATORS.

Application filed November 13, 1909.

To aZZ whom it may concern Be it known that I, Janus F. Brenna, a citizen of the United States, residing in New York city, in the county of New York and State of New York. have invented a new and useful Improvement in Safety Devices for Elevators. of which the following is a specification.

Mr invention relates to improvements in safety devices for elevators, and it consists in the novel features and arrangements and combinations of parts hereinafter described, and particularly pointed out in the annexed claims.

One object of my invention is to effect the gradual stoppage of an elevator car in case the same attains an excessive speed, and consequently to avoid the accidents and consequences due or likely to result from a fall or runaway of an elevator car.

Another object is the provision of means for shutting off the power of the hoisting engine when the safety device is applied to stop the car, or when the governor cable breaks.

A further object is the provision of means whereby the safety device will automatically reset itself after the same has operated to stop the car.

Other objects of my invention will appear hereinafter.

In general respects, the present invention relates to certain improvements which will be pointed out hereinafter. upon the apparatus described and claimed in Letters Patent of the United States. No. 754.432, dated March 15, 1904.

The present invention will be fully understood from the detailed description hereinafter presented, reference being had to the accompanying drawings, in which Figure 1 represents in side elevation an elevator system embodying my invention; Fig. '2 is a plan view of an elevator car showing the safety device in position thereon: Fig. 3 is a view in part section of the combined governor and safety operating device shown in Fig. 1; Fig. 'l is a plan view of Fig. 3 with a portion of the casing broken away so as to show the gears; Fig. 5 is a part sectional side view of Fig. 3 showing a compensating device; Fi 6 is a sectional detail view of the compensating plun- Specification of Letters Patent.

Patented May 9, 1916.

Serial No. 527,837.

ger and co-acting mechanism; Fig. 7 is a detail sectional view of one of the dogs and its connecting rod showing the ball and socket construction; Fig. 8 is a horizontal section of Fig. 5 showing the compensating device; Fig. 9 is a diagrammatic view illustrating the operation of the compensating device; Figs. 10, 11 and 12 illustrate the operating cam and co-acting parts in various positions of operation.

In the drawings, C designates the usual passenger car or hoist, which is suspended from the lifting cables E. These cables lead over suitable guide sheaves BB carried upon the overhead beams G and are connected to a winding drum D. Other cables E are also connected to said winding drum, hence they lead up over a guide sheave l3 and are fastened to a suspended counterbalance-weight V.

M designates a hoisting motor which may be of any desired type such as steam, hydraulic, or electric, and is here shown as a shunt wound direct current electric motor. The motor M is operatively connected through the usual gearing contained in the gear case A to the winding drum D.

B designates the customary spring pressed electrically released brake apparatus, by means of which the car and hoisting machinery are normally brought to rest at any desired position in the hatchway.

The starting, stopping and reversing of the elevator may be effected from the car by means of a hand switch S therein, or in any other Well known way, such as a hand rope, lever, or wheel device. The car switch S is arranged to close an electrical circuit through either of the magnet windings of the motor reversing switches R and B. These switches are similar in construction and each comprises a magnet winding which is adapted when energized to raise a core to which is attached a pair of insulated contact disks such as 22 and These disks 22 and 23 when raised, bridge the contacts 24 and 25 respectively, thereby closing va circuit to the motor M and the releasing magnet of brake B, the contacts of the switch R being connected through the main line switch L to a suitable source of electrical supply designated by V The switch R operates in the same manner to close a circuit to the motor and brake magnet, the circuit through the motor armature being in a reverse direction causing the latter to rotate in the opposite direction.

Extending vertically of the elevator shaft or hatchway and at opposite sides of the path of travel of the car U are the series of vertical wires or rods 1212 of the general character shown and described in the aforesaid Letters Patent of the United States, No. 754,432, dated March 15, 1904, upon which wires are the retarders 1313, arranged to be engaged by dogs 10 and 11, carried bv the car in case the latter attains an undue speed. The retarders may be yieldingly secured to the vertical wires which are themselves secured to the overhead beams G and are held under tension by means of weights such a 26, or they may be rigidly fastened to said wires, in which case the upper ends of the wires would be connected to a shock absorber or other retarding device. The above arrangement of the retarders and vertical wire is not absolutely essential, but desirable. The dogs 10 and 11 carried upon the bottom of the car may be pivoted so that they will move into and out of the path of the retarders as the elevator car travels up and down in the hatchway. When the car is traveling at normal speed, the dogs are moved outwardly into position to engage the retarders, and are then allowed to move inwardly as they approach the corresponding retarders and remain in this position until these retarders have been passed, after which the dogs are again moved outwardly into engaging position, thi operation being repeated as many times as there are retarders for each trip of the car. Should the car attain undue speed, the dogs are not immediately withdrawn as they approach the retarders, but are thrown in extreme outward position so as to engage the latter, and thus gradually bring the car to rest, the hoisting machinery being automatically stopped, by the application of the safety device.

The governor cable which effects the operation of the safety device is shown in Fig. 1 as a standing rope 14 which is secured at its upper end to the overhead beams G. This rope passes under a sheave 29 which is carried by a lever 31 pivoted to the car at 32 and carrying a contact 16 upon its free end. From here the rope 14 leads over one side of a double sheave 27, hence it crosses over and leads around a driving sheave 28 and returns on the opposite side of the sheave 27 thus forming a crossed rope driving connection which embraces substantially two-thirds f the circumference of the driving sheave 28, and thus gives an abundance of traction. The rope 14 continues over a stationary guide sheave 30 and leads down to the bottom of the hatchway where it is connected to a weight 15 or equivalent device for maintaining it under a uniform tension throughout it length. The sheave 29, while free to swing about its pivot 32, is held in its upward position, as shown, as long as the rope 14 remains intact. Thus the contact 16 under normal conditions are always in electrical engagement with each other, and since these contacts include the V controlling circuit of the reversing switches of the motor, it is readily seen that should they become separated when the car is in motion the reversing switches would at once become denergized to cut off current to the motor and apply the brake to stop the car.

The mechanism by which, during the travel of the elevator car, the dogs 10 and 11 are given their respective movements, also the means for automatically stopping the hoisting machinery under certain con ditions, comprises a principal part of my invention, and this mechanism will now be described in detail. It comprises a casing made up of sections such as 42, 36, 45 and 47 which are provided with lugs such as 43, 46 and 48, through which pass bolts 44; the latter securely holding the separate sections of casing in proper relative position. The lugs upon each of the section are equally spaced from each other, so that each section may be adjusted about a common center relative to the other sections and to any de sired point in the hatchway. If desired the lugs 46 may be dispensed with, the frictional engagementof the section 45 with the adj acentsections being in most cases all that is necessary to hold this section securely in position. This feature of adjustment is of considerable importance in practice, since the layout or arrangement of parts for different elevator installations constantly varies in order to suit existing conditions.

A central shaft 35 is securely bolted to the upper section of casing 42 and serves as a support for a number of the rotating parts of the device. 34 having a long hub 33 is adapted to rotate upon the shaft 35, and upon the hub 33 is securely fastened by a key or otherwise a driving sheave 28. The gear 34 meshes with an intermediate gear 37 which is rotatably mounted upon a stud 38 secured to the section 36 of the casing. This intermediate gear meshes with gear 39, which is internal as shown in Figs. 3 and 5, and is rotatably mounted upon the shaft 35 and provided with a number of circumferential grooves, which are preferably V- shaped, although grooves of other form may be used or if desired the outer surface of the gear 39 may be left smooth. The gear 39 has a long hub 40 upon which is mounted the hub 41 of a cam supporting plate 49. The hub 40 is screw-threaded at A spur gear or pinion its lower end to receive a nut 36 upon which rests the plate 49, the hub 40 resting upon a washer 37 which is supported by the head 38 of the shaft 35. The internal gear 39 is positively driven by the driving sheave 28 through the gears 34 and 37, while the plate 49 is driven by a friction clutch coacting with the grooved circumference of the internal gear 39. This friction clutch comprises a pair of clutch shoes 5050 hav ing grooved faces coinciding with the adjacent circumferential surface of the internal gear 39. These shoes are carried upon clutch levers 5"252 which are pivoted at 51, 51 to the plate 49 and rotate therewith. The ends of these levers are connected by a slot and pin connection so that they will have a simultaneous movement, the clutch shoes 5050 being normally forced into frictional engagement with the co-acting surface of the internal gear 39 by means of a compression spring which acts against the ends of the levers The plate 19 carries on its lower face, a cam member 56, which is adjustably secured thereto, and which is held in proper alinement by means of a flange 57 formed on the face of the plate. This cam member, as shown in Fig. 3, is of U-shape. and comprises an outer cam 58 and an inner circular cam or flange 59, which is cut away at intervals on an angle so as to form a number of smaller cams of various lengths, each of which is tapered to a shar) edge at one end, as shown in Figs. 10, 11 and 12. The outer, or main operating cam 58, is circular for substantially 120 degrees, the remain ing part being somewhat irregular in shape and comprising flattened portions whose distance from the center is less than the radius of the circular portion. A pair of cam rollers 61, 61 are arranged upon opposite sidesof the cam 58, and are normally in rolling contact therewith. The rollers 61, 61 are carried by corresponding cam levers 60, which are secured to shafts 62, 62 supported by bearings 63, 63, respectively, formed on the casing 47. The shafts 62, 62 extend through the bottom of the casing 47 3 and and carry on their lower ends levers 65, 66 and 65, 66. respectively which are adjustably secured thereto. These lovers are connected by means of connecting rods 90 to corresponding dogs such as 11 and 10, as shown in Fig. 2. Rigidly secured to the am shafts 62 are arms 64, 64', 10, 11 and 12), which are provided with lugs 165, 165, respectively; the latter being adapted under certain conditions to be engaged by the circular cams 59, 59. These arms 6%, 61' move with the cam levers 60, 60 as the cam rollers 61, 61' respectively, roll upon the cam 58.

166 designates a spring pressed plunger which carries a U shaped contact member 70 provided with contacts on each end, which are normally held in electrical engagement with corresponding fixed contacts 71. 71 by means of a spring 69. The plunger 166 moves in guides 67 and 68 secured to the switch base 72 and is provided at its lower end with rollers 73 and 74 between which lie the ends of the arms 6* 6-l'. The upper roller 73 does not interfere with the movement of the arms awav from the center as either of the cam rollers runs upon the lower portion of the cam, (Fig. 12), but should one of the rollers leave the cam, the corresponding lug 165, 165 will be engaged or caught by one of the circular cams 59, and the arm corresponding thereto will be pulled toward the center, carrying with it the roller 74 and plunger 166. As the plunger moves downwardly (Fig. 10) against the action of the spring 69, it carries with it the other arm so that the lug thereon is moved into a position to be caught by one of the circular cams 59, and at the same time separate the electrical contact 71. 71. This condition is shown in F 11.

Referring more particularly to Figs. 5, 6 and 6. I show a device for automatically positioning the cams with respect to the re tarders when the elevator "at" reaches a cer tain point in the hatchway. hile the cams are adapted to rotate in synchronism with the traveling elevator car, slipping will sometimes occur since the cams are not positively driven but receive their motion by frictional driving means lVhere such slipping occurs, it becomes necessary to reset or reposition the cams so that the dogs op erated by the latter will move at the proper time so as not to engage the retarders providing the elevator car does not exceed a certain predetermined speed. This device com prises a hollow plunger 76 which carries a roller S-l arranged to rotate upon a pin 83. The plunger 76 passes through a flanged bushing extending into the lower section of casing 45. and has a free movement therein, its motion in one direction being limited by the pin 83. A compression spring 77 loosely surrounds the plunger 76 and bears against the flanged bushing 75 and a collar 76 fixed to the end of the plunger. A rod 81 carrying a roller 82 at one end extends a short distance into the hollow plunger, and this rod is embraced by a compression spring 79 which bears against the collar 76 and a collar 89 fixed upon the rod. The spring 79 tends to move the rod out of the hollow plunger, but is prevented from doing so by reason of a pin 88 carried by the rod. which pin is adapted to move in a slot in the plunger. The spring 7 9 is preferably stronger or of greater stiffness than the spring 77 carried by the plunger. The pin which is carried by the inner end of the The act on of the plunger 76 extends downwardly and is notched at its lower end. A leaf spring 85 is secured at one end to the flanged bushing or other stationary part, and is curved at the other end, as shown, so as to engage the cam 86 as the latter is rotated'. The leaf spring is provided with a slot 87 which contains the lower notched end of the roller pin 83. The compensating device just described is operated by means of a stationary cam ll (Fig. 1), which may be located at any point in the hatcnway adjacent the travel of the cam roller 82, but is preferably located near the bottom of the hatchway, as shown.

The mode of operation of the compensating device is as follow: P-As the war travels up and down in the hatchway, the circular plate 49, together with the cam 86 thereon rotates, being driven by the governor cable l4. The leaf spring 85 bears against the upper face of the plate 49 as the latter ro tates, but is raised up into the position shown in Fig, 6 every time the cam 86 passes under it. The stationary cam H is so placed with respect to the cam roller 82 that the latter is engaged thereby and forced inwardly at the same time that the cam 86 has rotated under the curved end of the leaf spring 85, providing there has been no appreciable slipping of the driving sheave 28. The plunger 76 can only move inwardly a short distance since the pin 83 will engage the end of the slot 87 and limit such movement, the notched end of the pin will engage the spring and thereby hold it up as the cam 86 is rotated out of engagement therewith. The plunger rod 81 will howe er be moved inwardly so as to compress the spring 79. and will only move outwardly again when the roller 82 has passed out of engagement with the cam H, the spring 79 moving the plunger back to original posi tion, and allowing the notched pin 83 to release the leaf spring 85. Thus it is seen that as long the main cam is in time with the retarders, or in other words, as long as no appreciable slipping has taken place between the governor cable 14 and the driving sheave 28, the compensating device does not act. If, however, there has been a substantial relative movement between the governor cable and the driving sheave such as would occur if the cable slipped, the main cam would be out of time with the retarders. and. if this slipping should amount to considerable the dogs would not be withdrawn at the proper time but would engage the retarders and so bring the car to rest. oinpensating device under these conditions is as follows :-VVhen the cam roller 82 engages the stationary cam H and forces the roller inwardly, the cam 86 is not adjacent the leaf spring 85, hence the latter bears against the face of the plate 49 and is out of alinement with the notched end of the pin 83. As before stated, the spring 79 is much stiffer than the spring 77, hence the movement of the rod 81 will be transmitted through the spring 79 to the plunger 76, and the latter will move inwardly compressing the spring 77. The roller 81 carried on the inner end of the plunger will be forced against the clutch arms 5:2 and cause the latter to release the friction clutch co-acting with the grooved circumference of the internal gear 39. The plate 49, together with the main ram 58, are now free to rotate independently of the driving sheave, and the pressure placed upon the clutch arms 52 by the roller 8% will rotate the plate 49 and connected mechanism including the main operating cam, into the position shown in Fig. 8, the latter being once more so positioned that the dogs carried by the car are in time or in proper position relative to the retarders. As the car moves upwardly, the cam roller 82 passes out of engagement with the stationary cam H, and the plunger 76 is carried back to original position by means of the spring 77. The leaf spring 85 will at this time be raised by the cam 86, hence, the lower end of the pin as it moves back to initial position, will bend the spring downwardly until the pin reaches the slot 87 when the spring will resume its normal position, as shown in Fig. 6.

The manner in which the plunger roller 8% rotates the plate 19 when the main cam is out of time with the retarders, is illustrated diagrammatically in Fig. In this figure, the full line 52 represents the clutch levers 52 in normal position, or when the main cam is in time with the retarders, the cam roller 82 being in contact with the stationary cam H. The dotted line shows the position of the cl utch levers when the main cam is out of time with the retarders, or when slipping has taken place. It is readily seen that the roller 84 by forcing against the clutch levers, will release the clutch and then rotate the plate 19, in one direction or the other, until the clutch levers assume the full line position. or when the roller 8% occupies a position in the recess 94. this re cess bein shown merely for the purpose of illustration.

The leaf spring 85 and its co-acting parts may be termed a non-compensating device, in that it prevents the compensating device from acting except at such times as there has been a substantial amount of slippage or enough to throw the main operating cam out of time with the retarders. It is permissihle as well as desirable to allow a small amount of slipping to take place without having the compensating device act, and for this reason :Slipping at the driving sheave 28 is most liable to occur when the elevator car is quickly started from rest in either direction, since the power required to overcome the inertia of the safety device under these conditions is at a maximum; thus, when the elevator car is started in one direction and slipping occurs, this slipping will be automatically compensated for by the governor cable slipping in the opposite direction when the elevator car is stopped and reversed.

Fig. 7 illustrates the ball and socket connection between the connecting rods 90 and the corresponding dogs 10 and 11 and arms 65, and 66, 66. This connection comprises a ball 91 provided with a screwthreaded stem by means of which the ball is secured to one of the dogs. A clamp socket comprising a pair of stamped steel pieces 92, 92 is arranged to embrace the ball 91, while the opposite ends of the clamps extend into the tubular connecting rod and are secured in place by means of a rivet or pin 93. This construction permits of strength and lightness, and provides a connection having little or no friction,while at the same time it permits of flexibility in all directions so that in case the car platform should spring or the load there on be concentrated at one corner there would be no binding or cramping of the parts associated with the connecting rods. The dogs 10 and 11 are so shaped and arranged that they tend to move inwardly out of the path of the co-acting retarder by reason of their own weight, thereby doing away with all springs or auxiliary weights for accomplishing this purpose, and thus greatly simplifying the construction and rendering it less liable to get out of order.

The operation of the safety device herein disclosed is as follows :-As the car moves up and down in the hatchway at normal speed, the cam 58 will rotate at a proportional speed and the rollers 61, 61 will be moved as they ride up onto the high portion of the cam, thereby carrying the dogs into a position to engage the retarders. Just before the dogs engage the retarders, however, the cam is rotated so as to present the low portion of its periphery to each of the rollers in succession and the dogs connected therewith will, by reason of their own weight, move out of engaging position so as to pass the retarders. As the cam continues to rotate the dogs will again be moved outwardly into engaging position and then retracted as they approach the corresponding retarders. While the car is traveling at normal speed and the cam is rotating at a corresponding slow speed the inward movement of the dogs under the action of gravity is of suflicient rapidity to insure the rollers remaining in contact with the cam surface throughout its periphery. If, however, the car attains excessive speed,

the cam will be rotated with such rapidity that the rollers in moving from a low to a high portion of the cam are given such a velocity of movement that they are thrown away from the cam surface and the cam will move away from the rollers, the dogs being in their outward position so as to engage the corresponding retarders. While in most cases the car while traveling at eX- cessive speed will move a sufficient distance to carry the dogs into engagement with the corresponding retarders before the dogs have had time to move inwardly my device insures that all the dogs will be positively thrust out into engaging position so that the retarding effect upon the car will be at a maximum. The means for positively moving all of the dogs into engaging position whenever any one dog or set of dogs engages the retarders has already been described in connection with Figs. 10, 11 and 12, the operation being such that whenever one of the cam rollers is thrown away from the cam surface, other cams 59 will come into action to effect an outward movement of all of the dogs as well as to interrupt the supply circuit to the elevator motor and apply the customary friction brake.

Owing to the fact that the circuit of the down reversing switch R is opened when the safety device acts and not the circuit of the up reversing switch B, it follows that after the dogs have engaged the retarders to stop the car it is possible for the operator to complete a circuit to the up reversing switch thereby effecting an upward movement of the car and permitting the safety device to automatically reset itself ready for a subsequent operation.

I wish not to be limited to the precise construction and arrangement of parts as shown, since it is obvious that those skilled in the art could readily make various changes without departing from the scope of my invention.

What I claim as my invention and desire to secure by Letters Patent, is

1. In a safety device for elevators, the combination of a car, a plurality of dogs carried by the car, retarders in the hatchway adjacent the path of travel of the dogs, a governor for effecting an engagement of one or more dogs with said retarders upon excessive car speed, and cam mechanism arranged to move all of said dogs into a position to engage the retarders whenever any one dog has been moved into such position that it will engage a retarder.

2. In a safety device for elevators, the combination of a car, movable dogs carried thereon, vertical rods in the elevator hatchway adjacent the path of car travel, retarders carried upon said rods, a rotary cam arranged to control the movement of said dogs whereby the latter will be permitted to pass said retarders when the car is traveling at a safe speed, and additional cam mechanism adapted to actuate said dogs to engage the retarders upon excessive speed of the car.

3. In a safety device for elevators, the combination of a car, movable dogs carried thereon, vertical rods in the hatchway adjacent the path of car travel, retarders yieldingly arranged upon said rods, a rotary cam arranged to cause the movement of said dogs separately and successively whereby the latter will alternately be moved into and out of engaging position with respect to the co-acting retarders, and additional cam mechanism operati\e upon excessive car speed for maintaining said dogs in a position to engage the retarders.

4. In a safety device for elevators, the combination of an elevator car, a plurality of dogs carried upon said car, retarders in the hatchway adjacent the path of travel of the car, a cam for effecting an engagement of one or more dogs with said retarders upon excessive car speed, and additional cam mechanism arranged to move all of the dogs into engaging position whenever any one of said dogs is moved into such position that it will engage a retarder.

5. In a safety device for elevators, the combination of a car, an electric motor operatively connected therewith, a switch in a controlling circuit of said motor, a plurality of dogs carried by the car, retarders in the hatchway adapted to be engaged by said dogs upon excessive speed of the car, a governor arranged to effect an engagement of one or more of said dogs with the coacting retarders, and. cam mechanism arranged to move all of said dogs into engaging position and to open said switch whenever any one dog has been moved into such position that engagement with a retarder will be effected.

6. In a safety device for elevators, the combination of a car, electrically controlled hoisting mechanism therefor, a safety switch in a controlling circuit, a plurality of dogs carried by the car, retarders in the hatchway adapted to be engaged by said dogs upon excessive car speed, a governor operative to effect the engagement of one of said dogs, and a single means comprising a cam for effecting the engagement of all of said dogs upon said operation of the governor and for opening said safety switch.

7. In an elevator safety device, the combination of a car, safety appliances carried upon said car, governor mechanism for controlling the operation of said safety appliances, a cable arranged to drive said governor, and automatically operated means for compensating for the slipping of said cable.

8. In an elevator safety device, the combination of a car, safety appliances carried thereon, governor mechanism for controlling the operation of said safety appliances, a sheave arranged to drive said governor, a standing cable arranged to drive said sheave by frictional engagement therewith, and means comprising a stationary cam in the hatchway for automatically compensating for slipping of the cable about said sheave.

In an elevator safety device, the combination of a car, safety appliances carried thereon, governor mechanism for controlling said safety appliances, frictional driving means for said governor, and automatically operated means for compensating for the slipping of said driving means.

10. In a safety device for elevators, the combination of a car, safety appliances carried thereon, governor mechanism for controlling said safety appliances, frictional means for driving said governor, automatically operated means for compensating for the slipping of said driving means, and means for rendering said compensating means inoperative except at such times as there has been a substantial slipping of said driving means.

11. In a safety device for elevators, the combination of a car, safety appliances carried thereon, governor mechanism for controlling the operation of said safety appliances, a standing cable arranged to drive said governor mechanism, a device for compensating for the slippage between said governor and cable, and means for rendering said device inoperative.

12. In an elevator safety device, the combination of a car, safety appliances carried thereon, a governor arranged to control said safety appliances, a sheave connected to drive said governor, a cable associated with said sheave, clutch mechanism operatively connecting said governor and sheave, means for releasing said clutch as the car reaches a predetermined point in the hatchway, and means for rendering said releasing means inoperative.

13. In an elevator safety device, the combination of a car, safety appliances carried thereon, a governor arranged to control said safety appliances, a sheave arranged to drive said governor, a cable associated with said sheave, clutch mechanism connecting said governor and said sheave, a single means arranged to release said clutch and to effect a relative movement between said sheave and said governor as the car reaches a predetermined point in its travel, and means for rendering said releasing means inoperative.

14. The combination with an elevator car, of a safety appliance carried thereon, governor mechanism for operating said safety appliance, said governor mechanism comprising a casing made in sections, each section provided with lugs equally spaced about its outer periphery so that each section may be independently adjusted with respect to any other section, and bolts for securing all of the sections together.

15. The combination with an elevator car, of safety appliances carried thereon, governor mechanism for effecting the operation of said safety appliances, said governor mechanism comprising a driving sheave, a frictional driving member, reduction gearing interposed between said sheave and driving member, a rotary cam, a clutch connecting said cam and said driving member, means for releasing the clutch as the car reaches a predetermined point in its travel, and means for producing a relative movement between said cam and said driving member upon the release of said clutch.

16. In a safety device for elevators, the combination of an elevator car, a plurality of dogs carried upon said car, retarders in the hatchway adjacent the path of travel of the car, a cam operating said dogs successively into position to effect an engagement Gopies of this patent may he obtained for five cents each,

of one or more dogs with said retarders upon excessive car speed, and interlocking mechanism for effecting an engagement of all of said dogs upon said operation of said cam.

17. 111 an elevator safety device, the combination of a car, a governor, safety dogs carried upon the car and controlled in their movements by said governor, a standing cable associated with said governor, a guide sheave co-acting with said standing cable, a pivoted switch arm which carries said guide sheave, and contacts controlled by said switch arm whereby said contacts are maintained in closed relation as long as the standing cable remains intact.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

JAMES F. BEMIES.

\Vitnesses:

V. H. BRADY, EDGAR SMITH.

by addressing the Commissioner of Iatents,

Washington, D. C. 

